Car-coupling.



No. 764,323. 'PATENTED JULY 5, 190%.

J. E. WADE.

CAR GUUP'LING.

APPLIOATIONVFILED JAN. 2.1904.

NO MODEL.

lume/Wma atented .l'uly 5, 1904i;

PATENT OFFICE.

JOHN E. "AIDE, OF `NEW YORK, N. Y.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 764,323, dated July 5, 1904i Application flied January 2, 1904i Serial No. 187,472. (No model.)

Be it known that I, JOHN E. VADE, a citizen of the United States, residing at the borough of Brooklyn, city of New York, county o't" Kings, and State or' New York, have invented certain new and useful Improvements inOar- Couplings, oi which the following is a speciication, reference being had therein to the accompanying drawings,`which form a part thereof.

My invention relates to car-couplings, and more particularly toa class thereof especially adapted for use in the street-railway or other similar service wherein `the draw-bar and the draft-rigging are carried by the underi'rarnc of the car,

rlhe main object oi' the invention is to provide a car-coupling the head of which will be so constructed as by contact with an opposed coupling' to force it into such alinement therewith when coupling on a curve as will insure an automatic locking ci' the couplings.

A further object is to provide a coupling which through a conjoint action of the carbody and a swivel-truck will so swing the coupling when taking a curve as to always Ibring' it in substantially the center of the track, so as to insure the automatic locking thereoi` with a similar opposed coupling; and a still further object is to provide a coupling' Which will have a simple construction and arrangement as to both the draft-rigging and coupler-head, be light and strong, and which may be adapted for use in connection with the various types of cars now ordinarily employed in the street-railway and similar services.

The invention consists, primarily, in providing in a car-coupling a draw-bar pivotally mounted en the underi'ramc of the car adjacent to the end thereof and a drawhead having a movable locking-jaw, a buHer-i'ace disposed in front of said jaw and adapted to con tact with the side horn of an opposed coupling, a horn opposite to said jaw projected laterally of `the head whereby contact of said horn with the buifenface of an opposed coupling will be at a point Well within the chord of an are, including the pivotal point of both draw-bars, and in such other novel features oi' construction and arrangement of parts as are hereinafter set iorth and described, and more particularly pointed out in the claims hereto appended.

Referringto the drawings, Figure l is a plan view o't' adjacent swivcl-truclcs oi" two cars on a curve, showing the relative position of the couplings andv dra't't-iiggings to each other, the trucks and the car-body, the respective trucks being provided with different adaptations oi' my invention and the car-bo ;lies being indicated in dotted lines. Fig. 2 is a plan view showing one 'torni of thc draft-rigging and the4 relative position oil the draw-heads on opposed couplings when meeting on a curve. Fig. 3 is a plan view oi' another form of draftrigging by which the invention is adi'uited to cars wherein the point of pivotal connection of' thedraw-bar is well in advance of the truck. Fig. L is a view on the line 4. 4E oi" Fig. 2. Fig. is a view on the line 5 5 of Fig. 2, and Fig. 6 is a plan view of the draw-head with the locking-jaw entirely removed.

Like letters ret'er to like parts throughout the several views.

In the drawings, A indicates the holster ol the truck, which is provided with the usual king-bolt connection B with the underframe of the car.

C indicates the car-bod y, and l) the rails on a curve, which for purposes of illustration is ot' a radius approximating ninety degrees, a curve much sharper than ordinarily found on street or other railways.

In the street-railway, elevated railways, and other similar railways the swivel-trucks are usually set well forward of the car-body, and a coupling employing a short draw-bar is employed, said draw-bar usually being mounted on some part oi the undcrt'rame oi' the carbody, either adjacent to the kingbolt, as shown at the left, F ig. l, or adjacent to the end of theV car-body, as shown at the right of said figure. .ln the double o1' swivel truck cars the action of the car-body on a curve is such as to project the coupling-head on a line, which prevents contact ol opposed couplings and the interlocking ot' the same automatically. To avoid these diiiiculties, I provide a coupling havingadraw-head ai, provided with a locking-jaw l), which owing to the semiromeV tary movement of the heads in coupling onV a curve preferably slides laterally in a way c, formed in said draw-head. To prevent the escape-of the said jaw 7), the head a is provided with an abutment c and the wayc with an inclined portion c2 and an offset horizontal shoulder or set c3, extending` from a point adjacent to the lower portion of the part c2, which parts cooperate with a corresponding guide-surface b', a vertical shoulder b3, and a horizontal abutment Z22 on the jaw 7). To prevent a direct vertical movement of said jaw b, I preferably provide it with an inclined guide b4, extending parallel with the guidesurface U, which moves in a way (Z in said draw-head, having a bearing-face disposed oppositely to that of the said surface b. The pitch of the ways and (l is such as permits the complete withdrawal of the jaw within the head when coupling and insures its return by gravity to the locking position, so as to have the coupling normally in that position. To facilitate the release of interlocked couplings, each said jaw is provided with means whereby it may be manually drawn within its draw-head, as the hook 5. In front of this head a I provide abuffer-facing comprising an abutment d, presenting outwardlyconverging bearing faces and a contact a2, adapted, respectively, to enter the jaws of an opposed coupling and in conjunction with the side horn thereof prevent a lateral separation of the couplings and to force said couplings into the operative position in case the same are not exactly in proper alinement, as will hereinafter appear, and to engage the said horn of an opposed coupling and cause said coupling to swing' about said contact as a fulcrum into the locked position. The part of the head about the jaw I) and its buffer-faces is enlarged to an extent to give the required strength of material to resist heavy impacts, and the head is gradually tapered back into the draw-bar c to avoid unnecessary weight.

To insure the properengagement of opposed couplings on a curve, I provide a side horn f to the head a, which projects laterally ofthe head to a point which will bring it well within the chord of an arc including both points of pivotal connection of the draw-bars of opposed couplings, as described. The horn f, being' designed for use more particularly in coupling on a curve where the draw-heads contact on an angle, is set back of the locking-jaw, its lateral projection occasioning the proper impact and operation of said couplings. The space in each head c between the horn f and the locking-jaw b is shaped to conform to the contour of the abutment a' and the beveled forward face of said locking-jaw.

Vhile the dimensions of the heretofore-described parts are not material except relatively to each other, I preferably make the draw-head about six inches deep, the drawhalf inches, and the head about eighteen inches wide, including the laterally-projected side horn f. On very short couplings, such as would ordinarily be used on single-truck cars, the width of the head should approximate that of the entire length of draw-bar forward of the pivot.

l In double or swivel truck cars the drawbar e is' .pivotally connected to the car-body at a point forward of the king-bolt B by means of a pivotg, and, if desired, any well-known form of spring-draft rigging g', as shown in Fig. 2, may be used. This point of connec- /tion being in front of the king-bolt and not concentric therewith the movement of the carbody on a curve will tend to project the drawhead beyond the line of the curve, as above described, and to prevent this and draw it well within the curve,so that the horns f thereof will be within the chord of the arc, as above specified, I provide a pivotal connection, as the link It, between the draw-bar e at a point forward of its connection with the car-body and with the bolster-frame, Fig. 2, or an extension thereof, as 7,7, Fig. 3, the pivots of which are parallel with that of the draw-bar and each other, so as to cause it to describe an arc which will bring it as desired. This construction is desirable, inasmuch as the drawhead moves in an arc of ashorter radius than that of the truck, and the point of pivotal connection of the two being adjacent to the pivot of the former a direct connection would compound this movement of the draw-head to an extent which would prevent one of the objects of the invention. By the use of an interposed link or pivotal connection L the swiveling of the truck in either direction will always occasion` a proportionate movement of the draw-head in that direction and when on a straight track will properly center the said head, so that it will be free to turn in either direction as described. To admit of the slight movement of the head in coupling, it is essential that the link a, or'its support be so constructed as to allow a certain amount of give under pressure, as by the slot and spring 7s, F ig. 2, or the spring-support Z between the extension z' and the bolster.

The operation of the heretofore-described coupling is substantially as follows: On a straight track the coupling-heads o will always be substantially alined and will therefore contact head on, the beveled faces of the jaws b or either of them forcing the other within the head to an extent to permit the passage of the other within the jaws. This movement being on the inclined portion c2 of the way c gravity causes either jaw to assume the locked position instantly upon its4 release by the other. The guide L3 prevents a direct Vertical movement of the jaw b eitherthrough the force of impact of the opposed coupling or the jolting of the car-body while in mo-A 65 bar about oney and one-half by feurand onel tion. On a curve, however, the heads a, al-

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though always substantially alined, approach each other at a slight angle, and the initial impact is between the laterally-projected horn f of one coupling and the contact u? of the other,y as shown in Fig. 2. If the relation ot the heads is such as not to insure such contact, the converging faces ot' the abutment a will force the horn into the desired position either by contact with the horn or with the abutment of the opposed coupling. On account o't the lateral projection of the horn j' this point of impact will be well within the chord of an arc, including both the pivots g, so that the direct pressure of one coupling against the other will cause the couplings to swing' toward the center oi' said arc, the point of contact between said horn 7" and contact a acting as a fulcrum to occasion a sort oi rolling motion ot both heads a, forcing the jaws b, one `behind the other, within the respective jaws and automatically locking them. The abutment a' once within the jaws prevents any lateral movement ot' the head and a reversal of this action. Aspring-drai`t rigging will minimize the effects of the impact in 'the usual manner.

The pivotal connection or link /L when on a straight track is alined with the draw-bar e; but on a curve the swiveling of the truck A turns it about the point ot its pivotal connection with the draw-bar and simultaneously draws the said bar e in the direction oi' the curve, the extent of which movement, owing to the arrangement of the connecting parts being' gradual and such as to project the drawhead a at such an angle to both the bolster A and car-body C as to always bring it into substantially the coupling position on any curve. The support or Z permits sufiicient independent movement ot' the link to permit the slight rotation of the draw-head in coupling, as described, and also that direct longitudinal movement due to the spring-draft rigging' when such is used. The length ci' the link t must be determined by the distance between the kingebolt B and the point ot' its pivotal connection with the bolster, an increase in such distance necessitating a link of greater length to insure the proper lag' of the drawbar relative to the swivel of the truck, and compensate for the double center and cornpleX actions of the truck and draw-bar pivots.

It is not my intention to limit the invention tothe precise construction herein shown and described, as it is apparent that there must be a considerable latitude as to such to accommodate the coupling to various models of cartrucks and car-bodies.

Having described the invention, what I claim, and desire to have protected by Letters Patent, is-

1. In a car-coupling, a draw-bar, means whereby said bar is pivotally mounted on the car-body, a draw-head, a locking-jaw mounted therein, a buffer-face in front of said lockingjaw comprising outwardly-converging bearing-'faces and a contact and a side horn to the rear of said buiii'er-iace and locking-jaw, pro.- jected laterally oi' said draw-head and adapted to contact with the butfei'-t'ace of an opposed coupling to swing both into the locked position, when coupling' on a curve.

2. In a car-coupling, a draw-bar, means whereby said bar is pivotally mounted on the car-body, a draw-head, a laterally-sliding locking-jaw mounted therein, a buffer-face in front of said locking'- jaw comprising outwardly-converging' bearing-faces and a contact and a side horn to the rear of said buiier- 'face and locking-jaw, projected laterally of said draw-head and adapted to contact with the buffer-face of an opposed coupling to swing' both into the locked position, when coupling' on a'curve.

3. In a car-coupling, a draw-bar, means whereby said bar is pivotally mounted on the car-body, a draw-head having' an inclined Way therein, a locking-jaw mounted in said way, abutting' shoulders in said way and on said jaw whereby said jaw is maintained within said way, a butler-face in front ol said locking-jaw and a side horn to the rear of said butler-face and locking-jaw, projected laterL ally of said draw-head and adapted to contact with the buffer-face or' an opposed coupling to swing both into the locked position, when coupling' on a curve.

4. In a car-coupling, a draw-bar, means whereby said bar is pivotally mounted on the car-body, a draw-head, parallel inclined ways therein, a locking-jaw mounted in one of said ways, abutting shoulders in said way and on said jaw whereby said jaw is maintained within said way, an inclined guide carried by said jaw and moving in said other way, a butler-face in 'front of said locking-jaw and a side horn to the rear of said butter-facey and locking-jaw, projected laterally ot' said draw-head and adapted to contact with the butfer-face of an opposed couiiiling to swing both into the locked position, when coupling on a curve.

5. In a car-coupling, a draw-bar, means whereby said bar is pivotally mounted on the car-body, a draw-head, a locking-jaw mounted therein, a buffer-face comprising outwardlyconverg'ing' bca1'ing'faces and a contact on the outside thereof, in front oiI said locking-jaw and a side horn to the rear or' said builer-face and locking-jaw, projected laterally of said draw-head and adapted to contact with the butler-i`ace or' an opposed coupling to swing' both into the locked position, when coupling' on a curve.

6. In a car-coupling, a draw-bar, means whereby said bar is pivotally mounted on the car-body, a draw-head, a locking-jaw and a side horn thereon, and a pivotal connection between said draw-bar and a swivel-truck comprising a link the pivot oli' one end of which is movable with the truck, and the other pivot- .TOO

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point of which moves with said draw-bar, the said pivots being parallel with that of the draw-bar and each other whereby said drawbar will be held centrally of the car-body on a straight track and swung laterally thereof on curves, in the general direction of the curve.

7. In a car-coupling, a draw-bar, means whereby said bar is pivotally mounted on the car-body, a draw-head, a locking-jaw and a side horn thereon, and a pivotal connection between said draw-bar and a swivel-truck comprising a link, the pivot of one end of which is movable with the truck, and the other pivotpoint of which moves with said draw-bar, the said pivots being parallel with that of the draw-bar and each other whereby said drawbar will be held centrally of the car-body on a straight track and swung laterally thereof on curves, in the general direction of the curve, and means whereby said link is permitted to give during the coupling with an opposed coupling.

8. In a car-coupling, a draw-bar, means whereby said bar is pivotally mounted on the car-body, a draw-head, a locking-jaw mounted therein, a buffer-face in front of said lockingjaw, a side horn to the rear of said buffer-face and lockingjaw, projected laterally of said draw-head and adapted to contact with the buffer-face of an opposed coupling to swing both into the locked position when coupling on a curve, and a pivotal connection between said draw-bar and a swivel-truck comprising a link, the pivot of one end of which is movable with the truck, and the other pivot-point of which moves with said draw-bar, the said pivots being parallel with that of the draw-bar and each other whereby said draw-bar will be held centrally of the car-body on a straight track and swung laterally thereof on curves, in the general direction of the curve.

9. In a car-coupling, a draw-bar, means whereby said bar is pivotally mounted on the car-body, adraw-head, alaterally-slidinglocking-j aw mounted therein, a buffer-face in front of said locking-jaw, a side horn to the rear of said butter-face and lockingjaw, projected laterally of said draw-head and adapted to contact with the buffer-face of an opposed coupling to swing both into the locked position when coupling on a curve and a pivotal connection between said draw bar and a swivel-truck comprising a link, the pivot of one end of which is movable with the truck, and the other pivot-point of which moves with said draw-bar, said pivots being parallel with that of the draw-bar and each other whereby said draw-bar will be held centrally of the carbody on a straight track and swung laterally thereof on curves, in the general direction' of the curve.

In witness whereof I have hereunto affixed my signature, this 28th day of December, 1903, in the presence of two witnesses.

JOHN E. WADE.

IfVitnesses:

' WM. H. BLAIN, F. T. WENTwoRTH. 

